Method of assembling a pair of railroad wheels and an axle



Feb. 21, 1967 H. G. SPIER 3,304,600

METHOD OF ASSEMBLING A PAIR OF RAILROAD WHEELS AND AN AXLE Filed April6, 1964 6 Sheets-Sheet 1 I/VVENTOR HANS G. SP/El? ATTORNEYS.

Feb. 21, 1967 H. G. SPIER METHOD OF ASSEMBLING A PAIR OF RAILROAD WHEELSAND AN AXLE 6 Sheets-Sheet 2 Filed April 6, 1964 ATTORNEYS.

Feb. 21, 1967 H. 3. SPIER METHOD OF ASSEMBLING A PAIR OF RAILROAD WHEELSAND AN AXLE Filed April 6, 1964 6 Sheets-Sheet 5 /NVE/VTOR HANS G. SP/ERATTORNEYS.

Feb. 21, 1967 H. e. SPIER METHOD OF ASSEMBLING A PAIR OF RAILROAD WHEELSAND AN AXLE Filed April 6, 1964 6 Sheets-Sheet 4 R m M Q w m W m a m$ wA H Nm\ Q3 arMfM ATTOR/VE V5.

Feb. 21, 1967 H. cs. SPIER METHOD OF ASSEMBLING A PAIR OF RAILROADWHEELS AND AN AXLE 6 Sheets-Sheet 5 Filed April 6, 1964 /92 a ms 200ATTORNEYS.

Feb 21, 1967 H. G. SPIER 3,304,600

METHOD OF ASSEMBLING A PAIR OF RAILROAD WHEELS AND AN AXLE Filed April6, 1964 6 Sheets-Sheet 6 EYMM ATTORNEYS.

United States Patent 3 304 600 METHOD OF ASSEMBlLIN A PAIR OF RAILROADWHEELS AND AN AXLE Hans 'G. Spier, Media, Pa, assignor to Baldwin-Lima-Hamilton Corporation, Philadelphia, lPa., a corporation of PennsylvaniaFiled Apr. 6, 1964, Ser. No. 357,431 3 Claims. (Cl. 29-168) Thisinvention relates to a method of performing the complete assemblyoperation of new and refinished railroad wheel sets.

When service worn railroad wheels are replaced, new or refinished wheelsare pressed onto new or used axles with a precisely specified press fit.This press fit must be closely controlled and recorded in order toinsure that minimum safety requirements have been met. Otherwise, thewheels may come loose from their axles when they are put into service,and obvious disastrous consequences may result. Accordingly, the wheelsand axles are individually worked, accurately coated with white lead onthe press fit surfaces, and subsequently pressed into place underprecisely recorded hydraulic force patterns which must be withinspecified limits. If this latter condition is not met, the wheel setsare again disassembled and reprocessed. This invention is specificallydesigned to carry out these operations in a completely automatedsequence. It is obvious that the automation of the quantity as well asthe quality of the required wheel replacing procedures will greatlysimplify what has heretofore been a costly and time consuming procedure.

It is therefore the primary object of this invention to provide a methodof performing the complete assembly operation of new and refinishedrailroad wheel sets.

A further object of this invention is to provide a method of carryingout the complete assembly operations of new and refinished railroadwheel sets under closely controlled conditions to insure that anaccurate press fit is effected between the railroad wheels and theiraxles during assembly.

For the purpose of illustrating the invention, there is shown in thedrawings a form which is presently preferred; it being understood,however, that this invention is not limited to the precise arrangementsand instrumentalities shown.

FIGURE 1 is a diagrammatic top plan view of the railroad wheel and axleassembly station.

FIGURE 2 is a diagrammatic side view in elevation of the railroad wheeland axle assembly station shown in FIGURE 1 with certain portions shownin section for the purposes of illustration.

FIGURE 3 is a diagrammatic end elevational view of the railroad wheeland axle assembly station as seen from the righthand side of FIGURE 1with certain portions shown in section for the purposes of illustration.

FIGURE 4 is a view similar to FIGURE 3 but illustrating the manner inwhich an axle is centered and held just prior to receiving the wheels inpress fit.

FIGURE 5 is a view similar to FIGURES 3 and 4 but illustrating themanner in which the wheels are press fitted onto the previously centeredaxle.

FIGURE 6 is a top plan view of an axle white lead applicator comprisinga portion of the railroad wheel and axle automatic assembly station.

FIGURE 7 is a cross sectional view taken substantially along the planeof line 77 of FIGURE 6.

FIGURE 8 is a cross sectional view taken substantially along the planeof line 8-8 of FIGURE 7.

FIGURE 9 is an end view in elevation of the axle white lead applicatoras seen along the plane indicated by the line 9-9 of FIGURE 7.

FIGURE 10 is a top plan view of an axle holder and locating unitcomprising a portion of the railroad wheel and axle assembly station.

FIGURE 11 is a cross sectional view taken substantially along the planeindicated by the line 1111 of FIG- URE 10.

FIGURE 12 is a side view in elevation of a wheel centering unitcomprising a portion of the railroad wheel and axle assembly station.

FIGURE 13 is a cross sectional view taken substantially along the planeindicated by the line 13-13 of FIG- URE 12.

FIGURE 14 is a cross sectional view taken substantially along the planeindicated by the line 1414 of FIG- URE 12.

FIGURE 15 is a cross sectional view taken substantially along the planeindicated by the line 15ll5 of FIGURE 12 and illustrating a wheelcentering roller.

General organization Referring now to the drawings in detail, andparticularly FIGURES 15, a railroad wheel and axle automatic boring andassembly station is generally designated by the numeral 20.

The boring and assembly station 20 is adapted to transport freshlymachined axles and their matching freshly bored wheels to a point ofassembly. The axle wheel seats as well as the wheel bores are coatedwith a controlled amount of white lead and placed in an exact linedupposition. The apparatus is then designed to press both wheels onto theaxle in such a manner that the press fit and press force for each wheelcan be individually controlled and recorded, as prescribed in an AshtonWheel Press Recording Gauge manufactured by the Ashton Valve Company ofWrentham, Mass. The completed wheel set is then delivered to a dolly sothat it can be rust-proofed and disposed of for use or storage after therecorded press fit characteristic has been inspected and found correct.

In accordance with the invention, a new or refinished wheel 22 is placedupon a conveyor track comprising a rail 30 and rolled to a pickupstation 23. At the end of its travel upon the track 3d, a camming device32 will contact the wheel 22 and tip it over into a horizontaldisposition at the pickup station 23.

A pair of transfer crane arms 36 and 38 rotatably mounted upon the frameof the machine and having a hydraulic latch hook on their ends, areadapted to pick up a wheel 22 and position it in either of two wheelboring machines 40 and 42. That is, the crane arm 38 will pick up awheel 22 and position it to the wheel boring machine 40 and the cranearm 36 will then pick up a wheel 22 and position it within the wheelboring machine 42.

The boring machines 40, 42 are fully disclosed in Patent No. 3,073,185,issued January 15, 1963, to Bernhard Hofimann. Accordingly, no furtherexplanation is deemed necessary on these units except to mention thatthe bores in the wheels 22 are automatically centered, checked, andrebored to a diameter closely approximating the diameter of the wheelseats on the axle to which these wheels will be press fitted. The mannerin which this is accomplished is fully disclosed in Patent No.3,073,185.

Coordinated with the placing of the wheels 22 in the boring machines 40,42, is the delivery of an axle 24 from an overhead conveyor dolly 46 toautomatic wheel seat diameter measuring devices 84 and 86. The conveyordolly 46 moves a refinished axle 24 in the conveyor trough 44 to aposition wherein it is exactly centered with respect to a pair ofparallel rails 50 and 52 extending longitudinally of the railroad wheeland axle assembly station 20. When this position is reached by the dollyconveyor 46, the conveyor trough 44 is tilted about a horizontal axis bymeans of a fluid cylinder 48 connected at one end to the trough 44 andat its other end to a bracket 54 suspended beneath the frame of theapparatus.

When the trough 44 is tilted, the axle 24 will roll along the spacedparallel rails 50, 52 until they abut a stop portion 62 on each of apair of crank arms 56, 58 pivotably mounted on the rails 50, 52. Thecrank arms 56, 58 comprise an escapement device for feeding the axles 24at spaced intervals to the Wheel seat diameter measuring devices 84 and86. As shown in FIGURE 2, the rails 50, 52 slope gradually from thefront to the rear end of the frame. Hence, the axles 24 will roll alongthe rails from the front to the rear portion of the frame. Uponactivation, the cranks 56, 58 will be caused to pivot and send an axle24 down the rails. At the same time, a succeeding axle will be seatedwithin the seats 60 of the cranks 56, 58 ready to be subsequentlydelivered.

As an axle 24 rolls along the spaced rails 50, 52 it is centered so thatthe wheel seats 26 and 28 on the axle will be precisely positioned formeasurement by the devices 86, 84, respectively. Hence, an axlecentering device generally designated by the numeral 64 is mountedbetween .the rails 50, 52.

The axle centering device 64 includes a fluid cylinder 66 whose pistonis connected to a crank arm 68. The crank arm 68 is pivotably mountedupon a shaft 70 extending between the rails. Secured to each end of thecrank 68 is a link 72, 74. Pivotably connected to the link 72 is a block76 slidablby mounted for reciprocation along the shaft 70. Similarly,pivotably connected to the link 74 is a block 78 slidably mounted uponthe opposite end of the shaft 70 for reciprocation. A pair of opposedgripping plates 80 and 82 are mounted on the blocks 76, 78,respectively.

Therefore, at a predetermined time interval after release of the axle 24from the crank arms 56, 58, the fluid cylinder 66 will be actuated tocause the block-s 76 and 78 to reciprocate along the shaft 70 towardseach other. The gripping plates 80, 82 will grasp the ends of the axle24 as it passes the centering unit 64 thereby aligning the wheel seats26, 28 of the axle 24 with the wheel seat diameter measuring devices 86and 84, respectively. After a finite time interval the axle 24 will bereleased by the gripping plate-s 80, 82 by retraction of the piston ofthe fluid cylinder 66 and the axle 24 will roll down the rails 50, 52 tothe wheel seat diameter measuring devices. The units 84 and 86 are fullydisclosed in Patent 3,073,185 and therefore a detailed explanation ofthese units is not necessary. It is sutficient to note that the units86,-84 will precisely measure the wheel seat diameters 26, 28,respectively, and electronically transmit the exact diameter measurementof these wheel seats to the boring bar adjustments on the respectivewheel boring machines 40, 42. With this information, the boring machineswill bore each of the wheels 22 to the exact dimension necessary toeffect a press fit of these wheels with one of the respective wheelseats 26, 28 on the axle 24.

After both wheels are bored to the required exact dimension, the wheelsare alternately unchucked and picked up by one of the adjacent cranearms 36, 38 and moved to one of the stations 87, 89. From thesestations, they are tipped to a vertical position by suitable mean-s (notshown) and they are rolled down a wheel track 92, sloped towards therear of the station, into a wheel lifting and centralizing unitgenerally designated by the numerals 114 and 116 respectively.

At the same time, the axle wheel seat measuring devices 84 and 86release a corresponding axle 24, which rolls over felt stripapplicator-s of white lead positioned within the axle white leadapplication units 88 and 90 respectively, which are mounted adjacent therails 50, 52. After being coated with white lead, the axle 24 continuesits travel along the rails 50, 52 into an axle centralizing and loweringunit generally designated by the numeral 104.

The unit 104 aligns the wheel seats 26 and 28 on the 4 axle 24 with thecentralized bores of the wheels 22 delivered to each of the stations114, 116 and centralized by these stations.

As soon as both wheels 22 are in their centralized position as shownmost clearly in FIGURES 3 and 4, a white lead swabber 188 and 190pivotably mounted adjacent each wheel site on the frame of the apparatusis swung as shown by the dotted lines in FIGURE 1 into the hub bore ofeach of the wheels 22. These white lead swabbers are fully described inPatent No. 3,117,026, issued January 7, 1964, to Hans G. Spier.Therefore, a detailed explanation is not necessary. It is sufficient forthe purposes of the present invention to note that each of the whitelead swabbers 188, 190 include a white lead coated film disc wheel whichwill enter each of the hub bores in the railroad wheels 22 to deposit awhite lead coating in these bores. After a time interval, the swabberdevices 188, 190 swing back into the neutral positions shown in FIG-URE 1. It is important to coat the wheel seats 26 and 28 on the axle 24as well as the bores of each of the wheels 22 with white lead in orderto facilitate the pressing operation of the wheels onto the axle withoutscoring of the contact surfaces. Further, the white lead aids in thecontrol of the tightness of the press fits, as well as providing africtional lubricant desirable for removing the axle from the bored holewhen required.

Referring now specifically to FIGURES 3-5, apparatus is disclosed forpress fitting the wheels 22 within the wheel centralizing stations 114,116 onto the wheel seats 28, 26 respectively of the axle 24.

The wheel centralizing units 114 and 116 are mounted upon wheeled dollys120 and 118 respectively. These dollys are adapted to roll on spacedtracks 122 and 124 which extend transversely of the apparatus at therear end thereof. The wheels are adapted to be press fitted upon thealigned axle 24 by means of a pair of press rams 126 and 128 mountedadjacent each one of the wheel centralizing stations 114 and 116. Themounting operation will be described more completely in the descriptionwhich follows hereinafter. At this point, it is sufficient to note thatin FIGURE 5, a press ram tube 130 actuated by the rams 126, 128 presseseach wheel 22 onto its corresponding wheel seat on the axle 24.

While the wheels 22 are being press fitted upon the wheel seats of theaxle 24, a gauge measures the pressures needed to seat the wheels uponthe wheel seats of the axle and records them for final inspection of thefinished wheel set.

After the wheels have been mounted upon the axle 24, the completed wheelset is removed by a dolly 174 mounted upon a pair of spaced tracks 176and 178. After the ressing operation is completed, the dolly 174 ismoved beneath the completed wheel set. Mounted upon the dolly 174 are apair of axle supporting V-blocks 180, 182. After positioning of thedolly beneath the axle 24, adjusting screws 184 and 186 will raise theaxle support V-blocks into supporting relationship with the completedwheel set. After the rams, wheel centralizing units, axle centralizingunit, and associated apparatus have been retracted, the dolly 174 canremove the completed wheel set to a desired location for disposition. Ifthe pressure diagram recorded for a particular Wheel set indicates therequired press fit has been made, the completed wheel sets will bestored for usage. Otherwise, the wheel sets will be reprocessed inaccordance with the above description.

Axle white lead applicators Referring now specifically to FIGURES 6 to9, atypical axle white lead applicator such as 88 is illustrated.

The white lead applicator 88 includes a trough 192 adapted to be filledwith white lead 234. A shaft 208 extends through the walls of the trough192. The shaft is rotatably mounted with respect to the trough in a pairof bearings 212 and 214 secured to opposite walls of the trough. Fixedto the shaft 208 are connecting sleeves 216 and 218. Welded or otherwisesecured to the connecting sleeves is a felt pad support 194. A felt pad196 is retained on the support 194. As shown most clearly in FIG- URES 6and 8, the felt pad support 194 is bolted to a pivotable rail section232 of the rail 50.

The trough 192 is mounted upon a stationary supporting structure such as198 below the rail 50. A drain plug 200 extends from the bottom of thetrough 192 through the stationary supporting structure 198.

Secured to the stationary supporting structure 198 is a motor supportbracket 202. The motor support bracket 202 mounts an electric motor 204.The shaft 206 of the electric motor 204 is coupled by a coupling 210 tothe rotatable shaft 208. A earn 222 is secured to the opposite end ofthe rotatable shaft 208. .A pair of switch actuators 224 and 226 arespaced about the circumference of the cam 222. These switch actuatorsare adapted to close a pair of microswitches 228 and 230 mounted uponthe stationary support 198 on a Wall opposite from the wall mounting themotor bracket 202.

A counterweight 220 is mounted eccentrically upon the shaft 208.

The felt pad 196 has its top surface protruding approximately 4 abovethe top of the rail section 232. This is accomplished by fixing the railsection 232 relative to the felt pad 196 by bolting the support 194 tothe rail section. Therefore, when an axle such as 24 gravitates down thespaced rails 50, 52 the seats will be coated with a deposit of whitelead as it rolls by and contacts the felt pad 196.

After an axle 24 has passed by the rail section 232, the felt pad 196may be recoated to condition it for its next application of white leadto a succeeding axle. This is accomplished by actuating the electricmotor 204 to cause the shaft 208 to rotate in the direction of the arrowshown in FIGURE 8. The felt pad 196 will hence be dipped into the whitelead disposed within the trough 192. As the shaft 208 rotates as shownin FIGURE 8, the cam 222 will rotate in a counterclockwise direction asshown in FIGURE 9. When the switch actuator 224 strikes the microswitch228, the motor 204 will be shut down. The counterweight 220 will thenreturn the felt pad to its upright postion as illustrated in FIGURES 7and 8. When the felt pad 196 assumes its upright position, the cam 222will be in a position wherein the switch actuator 226 will contact themicroswitch 230. This will condition the motor 204 for operation after afinite time interval. This time interval is preset so that the motor 204is activated only after the passage of a succeeding axle 24.

In the above described manner, the white lead deposit upon the felt pad196 is automatically replenished.

Axle centralizing and lowering unit As previously discussed, an axlecentralizing and lowering unit generally designated by the numeral 104is adapted to lower the axle from the end of the rails 50, 52 andcentrally locate it between the wheel centering stations 114 and 116.

The axle centralizing and lowering unit 104 includes a pair of parallelspaced rail portions 106 and 108 pivotably secured to the ends of therails 52, 50, respectively. The pivotable rail portions 106 and 108 areconnected by a transverse connecting bar 110. A fluid motor 102 has itspiston pivotably connected to the connecting bar 110. The fluid motor ispivotably mounted upon the frame of the machine by a pair of spacedsupport arms 100 suspended from the rails 50, 52. Hence, upon retractionof the piston of the fluid motor 102, the rail portions 106, 108 can belowered to position an axle 24 in alignment with the hub bores of thewheels 22 within the wheel centralizing stations 114 and 116, as shownin FIGURES 3 and 4.

Formed at the ends of the arms 106, 108 is an axle holding meansgenerally designated by the numeral 112. One of the axle holding meansis shown in FIGURES 10 and 11, and since the other axle holding means isidentical, a description of one will sufiice.

Accordingly, the pivoted rail portion 108 is formed with an L-shaped end240. Secured to the L-shaped end 240 are a pair of spaced parallel walls236 and 238 of identical configuration. A bracket 242 is secured to theL-shaped end 240 intermediate the walls 236 and 238. The bracket 242pivotably mounts a fluid motor 244. A pair of cranks 248 are pivotablysecured to the piston rod 246 of the fluid motor 244. The cranks 248 arejournalled upon a shaft 250 secured to the opposed walls 236 and 238.

A pair of cranks 254 and a pair of cranks 256 are pivotably mounted uponshafts 260 and 262 respectively secured to the opposite walls 236 and238 on opposite sides of the cranks 248. The cranks 254 mount a roller266 between them while the cranks 256 mount a roller 268 between them ona pin 274. The cranks 254 are connected to the cranks 248 by aconnecting pin 272. The connecting pin 272 extends through the crank 254into an elliptically shaped slot 273 in each of the cranks 248.Similarly, the pin 274 connects the cranks 256 to the cranks 248. Thepin 274 is mounted Within an elliptically shaped slot 275 in the cranks256.

A fourth pair of cranks 258 is rotatably mounted between the walls 236and 238 by a shaft 264. At one of their ends, the cranks 258 areconnected to the cranks 258 by a connector pin 276. The pin 276 extendsinto elliptical slot such as 277 in each of the cranks 258. At theirends remote from the pin 276, the cranks 258 rotatably mount a thirdroller 270 between them.

It will be noted from FIGURE 11, that the rollers 266, 268, and 270,form three points for grasping the circumference of the axle 24 shown inphantom lines. The circle defined by the points of tan-gency of therollers 266, 268 and 270 can be varied by actuation of the fluid motor244. That is, it will be readily observed that by extending the piston246 from the position it occupies in FIGURE 11, the rollers 266, 268 and270 will be urged into gripping engagement with the axle 24. Conversely,retraction of the piston 246 will open the gripping jaw formed by therollers wider. Hence, the diameter of the axle holding means 112 can bevaried to accommodate various sized axles which are to be assembled.

An end wall 252 is formed between the parallel walls 236 and 238 torigidify the unit 112.

Wheel centering unit One of the wheel centering units is shown in detailin FIGURES 12-15. Since both the units 114, 116 are identical, the unit114 has been selected for descriptive purposes.

The unit 114 is formed from a plurality of channelshaped frame members278 secured together in a rectangular array. The frame members 278 aremounted upon a pair of spaced angle iron frame support members 280 and282. Secured to each of the angle iron frame support members are a pairof spaced wheels 284 and 286, respectively. The angle iron frame members280, 282 and wheels 284, 286 form a dolly such as 120 for moving thewheel centering unit 114 along the spaced tracks 122 and 124, asdiscussed previously.

Secured to one of theside channel-shaped frame members 278 is a bracket288. Mounted upon the same frame member but spaced above the bracket 288is a fluid motor support bracket 290. Pivotably mounted upon the bracket288 are a pair of spaced cranks 294 and 296 connected by a pivot shaft295 extending through the bracket 288. A fluid motor 292 is pivotablymounted upon the bracket 290. The piston of the fluid motor 292 isconnected to a shaft 298. The shaft 298 is pivotably connected toopposed cranks 294 and 296.

Connected to the shaft 298 at opposite ends are a pair of parallel links300 and 302. A pair of parallel links 304 and 306 are secured to theopposite end of the cranks 294 and 296. A shaft 308 connects the links300 and 302 and also pivotably mounts a pair of parallel links 310 and328. The links 310 and 328 extend on opposite sides of the side framemember 278.

A support plate 312 extends between the side frame members 278 adjacenttheir bottom. A slot 314 is formed in a central portion of the plate312. A shaft 317 is disposed within the slot 314 and connects a link 318and 320 to the link 310. Similarly, the shaft 316 connects the links 322and 324 to the link 328.

A tong 326 is pivotally connected to the link 318. A tong arm 334 ispivotally connected to the link 320. A tong arm 330 parallel to the tongarm 326 is connected to the link 322. Similarly, a tong arm 336 parallelto the tong arm 334 is connected to the link 324. Mounted between thetong arms 334 and 336 is a roller 338. Mounted between the tong arms 326and 330 is a roller 332.

A shaft 340 connects the parallel links 304 and 306 at one end thereofand also pivotally mounts link 342 on the link 304 as well ascorresponding link 364 to the link 306. A support plate 358 which ischannel-shaped in transverse cross section, is disposed between oppositechannel shaped frame members 278 at the top thereof. The support plate358 is secured to the bight of the frame members 278 by welding or thelike. A pair of opposed vertically extending slots 360 are formed in thelegs of the channel-shaped support plate 358. A shaft 344 extendsthrough the parallel slots 360, connects the links 342 and 366 together.The shaft 344 also connects a pair of links 346 and 350 to the link 342.Similarly, shaft 344 connects a pair of links 362 and a link parallel tothe link 350 (not seen) to link 366.

Pivotally connected to the link 346 is a tong arm 348. Pivotallyconnected to the link 350 is a tong arm 352. Similarly, the link 362 ispivotally connected to a tong arm 364 and the link parallel to the link350 is connected to a tong arm parallel to the tong arm 352.

Rotatably supported between the tong arm 352 and its associated paralleltong arm is a roller 354. Rotatably mounted between the tong arm 348 andthe tong arm 364 is a roller 356.

As shown in FIGURE 12, the rollers 332, 338, 354, and 356 are in theirretracted position. That is, the piston of the fluid motor 292 has beenfully retracted. This is the position of the rollers maintained as awheel 22 is rolled down either of the tracks 92. Since the rollers arein their retracted position, a wheel gravi-tating down track 92 willroll over the lower left roller 338 shown in FIGURE 12 into the lowercenter of the device between rollers 338 and 332. A groove 368 is formedin each of the rollers The groove 368 on each of the rollers forms aseat for the wheel 22 and maintains it in a true vertical plane.

The wheels 22 are guided into the grooves 368 on the lower rollers andare prevented from tipping over when so seated by a guide and lateralsupport plate 98. The lateral support plate 98 comprises one parallelside of a four bar parallel linkage 96. The linkage may be mounted onthe frame of the apparatus. The fluid motor 94 is connected to one ofthe substantially upright sides of the four bar linkage 96. Hence, uponretraction of the piston of the fluid motor 94, the support plate 98will move linearly to the left as viewed in FIGURE 2 thereby enablingthe dollys 120 and 118 to travel laterally of the frame of the machine.However, until it is time for the wheels to be pushed onto the wheelseats of the axle 24, the lateral support plates 98 remain active.

With the wheel 22 seated on the rollers 338 and 332, the fluid motor 292may be energized to raise and centralize the wheel in the unit 114 and116. That is, by extension of the piston of the fluid motor 292, thevarious linkage system described above will move the rollers 338, 332,354, and 356 to the phantom position as shown in FIGURE 12. It should benoted that the tong arms form a lazy tong unit above and below the wheelwhich moves simultaneously towards the center of the unit 114.Accordingly, since the rollers 338 and 332 will move precisely the samedistance as the rollers 354 and 356, the wheel 22 will be preciselycentered with respect to the unit 114. This is so regardless of the sizeof the wheel being centered since movement of the top and bottom rollerstowards each other will always be precisely the same amount.

Wheel mounting operation FIGURES 3 to 5 illustrate the manner in whichthe wheels 22 are press fitted onto the axle 24. As shown in FIGURE 3,the axle 24 has been dropped into alignment with the wheels 22 which inturn have been raised by the Wheel centering unit 114 and 116 to alignwith the axle 24.

Since the wheel mounting operation from either side of the axle isidentical, only the mounting of the wheel 22 within the wheel centeringunit 116 will be described.

A press ram tube support 132 is slidably mounted upon the framework ofthe machine. Pivotally secured to the framework of the machine at one oftheir ends and to the press ram tube support 132 at their opposite endsare a pair of parallel, vertically spaced press rams 126 and 128.Extending from the front face of the press ram tube support 132 is apress ram tube 130. Therefore, upon actuation of each of the press rams126, 128, the press ram tube support 132 and its press ram tube willmove towards the wheel 22 in the wheel centering unit 116.

An axle centering bar 134 is adapted to extend through each press ramtube 130 to push on both ends of the axle 24 and centrally locate itrelative to the arms 106 and 108. This insures that the wheels will bepress fitted precisely upon the wheel seats 26 and 28.

The centering bar 134 has a threaded end 138 threadably connected to anut 136 mounted in the framework of the apparatus. The end of the nut136 includes a bevel gear 150 disposed within a housing 148. A motor 140is mounted upon the frame of the machine and includes a shaft 142terminating in a bevel gear in mesh with the bevel gear 152.

Hence, upon rotation of the motor 140, the bevel gear 150 will cause thenut 136 to rotate by its connection with bevel gear 152. Since the nut136 is stationarily mounted upon the machine frame, the centering bar134 will be caused to travel linearly as shown in FIGURES 4 and 5. Toinsure that the centering bar 134 does not rotate, a key 166 secured tothe centering bar 134 is slidably disposed in a keyway formed within thesupport 132.

Motion is transmitted to the centering bar adjacent the wheel centeringunit 114 by an equalizing shaft 158 traversing the framework of themachine and having a pair of bevel gears 156 and 160 at oppposite endsthereof. The bevel gear 156 meshes with a bevel gear 144 on the shaft142 of motor 140 and which is supported by a bearing 146. The gear 160meshes with a bevel gear 162 supported by the bearing on the oppositeside of the frame. The gear 162 is connected to a shaft 163 leading to ahousing 164, the components residing therein being identical with thecomponents within the housing 148. Hence, the motor 140 simultaneouslymoves the centering bars on each side of the axle towards the axle tocenter it.

The Wheel mounting operation proceeds substantially as follows:

The motor 40 is activated to move the centering bars to grip the ends ofthe axle 24 endwise. A spring biased center point at the end of eachcentering bar brings the axle in precision alignment with the centeringbars and thus with the wheels and holds the axle in place. The centeringbars 130 are extended through the hub bores in each wheel 22.

Simultaneously, the press rams 126 and 128 are activated to move thesupport 132 and the fixed press ram tube 130 towards the wheel 22. Therollers in each wheel centering unit 114, 116 firmly grip the roller andprevent the press ram tube 130 from laterally tilting the wheel withrespect to its wheel centering unit. Upon contact of the press ram tube130 with the wheel 22, the wheel centering units 114, 116 which aremounted upon the dollys 118, 120 will 'be moved towards the axle seats26 and 28 on the axle 24.

Once the axle 24 is gn'pped endwise by the centering bars 134, the arms106 and 108 release the axle 24 and swing further downward in order toclear the approaching wheels 22.

The Wheels 22 are then slid over the axle ends and onto theircorresponding wheel seats as shown more clearly in FIGURE 5. Since it ispractically impossible to provide exactly equal press fits for bothwheels, a differential force to move the axle 24 endwise cannot beavoided. However, the strong holding force provided by the centeringbars 134 and their associated supporting structure will prevent anyendwise moving of the axle during the pressing operation. It should alsobe noted that any variation in the length of the axle 24 will not affectthe correct final end wise location of the axle in relation to thewheels.

An Ashton Wheel Press Recording Gauge 168 is mounted on each of the dualpress rams. This gauge can now accurately pick up the individualpressure and movement pattern causing the wheel 22 to seat upon a wheelseat of the axle. The gauge will record the pressure and movementpattern in the form of a pressure-time diagram which is used for finalinspection of the finished wheel seat. As discussed previously, if thepressure needed to mount the wheels upon the Wheel seats of the axle isnot within required limits, the completed wheel set will be disassembledand will be reprocessed.

The final distance between the press fitted wheels 22 is determined by awheel distance gauge generally designated by the numeral 171. The wheeldistance gauge 171 includes a pair of spaced microswitches 170 and 172,which automatically on contact with the wheels 22 terminates thepressing forces. These switches are activated when the proper distancebetween the wheels has been reached.

After the wheels 22 have been press fitted upon the axle 24, the pressrams and press ram tubes are retracted, and the dolly 174 is broughtforward to carry off the completed wheel set.

Operation To recapitulate, the operation of the railroad wheel and axleautomatic boring and assembly station is substantially as follows:

A wheel 22 is placed upon a rail conveyor 30, tipped over, and deliveredby a crane arm to one of the boring stations 49, 42. A succeeding wheelfollows the same prescribed path and is delivered by a second crane armto the empty one of the boring stations 40, 42.

Simultaneously, an overhead conveyor dolly 46 delivers an axle to anescapement device. The escapement device allows axles to gravitate downthe sloped rails 50', 52 at predetermined spaced time intervals to anaxle centering unit 64. When the axle is centered, it is released fromthe centering unit 64 and rolled to a pair of automatic wheel seatdiameter measuring devices 84 and 86 positioned adjacent the rails 50,52.

The devices 84, 86 electronically transmit the exact diametermeasurement of the wheel seats 26, 28 on the axle 24 to the boring baradjustment on the respective wheel boring machines 40, 42.

In the wheel boring machines, each of the wheels 22 are automaticallycentered, chucked, and bored to a dimension which will provide a pressfit with the corresponding wheel seat on the axle 24.

After the wheels are bored to the exact dimensions required, the wheelsare alternately unchucked and picked up by the respective crane arms 28,36 and moved lid to stations 87, 89, respectively. At the stations, thewheels are tipped over into a vertical plane and are rolled down tracks92.

At the end of the tracks 92 are a pair of wheel centering units 114 and116. Centering rollers in said units are in their retracted position,whereby each wheel may enter the units and be seated upon a pair ofspaced rollers. The wheels 22 so delivered, are prevented from tippingover and thus remain seated upon the rollers by a lateral support plate98.

At the same time, the axle wheel seat measuring devices 84 and asrelease a corresponding axle, whose wheel seats are rolled over feltstrip applicators 196 of white lead 234. The axle is then delivered intothe axle centralizing and lowering unit 104.

The fluid motor 292 is then actuated to move the tong arms into aposition in which the support rollers contact the wheel rim and lift thewheel into the design center of each wheel centering unit 114, 116,regardless of the size of the wheel. As soon as both wheels are in thisposition, the white lead swabber 190, at each Wheel site, swings byhydraulic or pneumatic action into a position where its white leadcoated felt disc wheel enters the hub bore of the wheels 22 and depositsa white lead coating in the bore. After a time interval, the swabberdevices 188, 1% swing back into their neutral positions, as shown inFIGURE 1.

The axle 24 is now held within the axle holding means 112 at the end ofthe axle centralizing and lowering unit 164. Upon actuation of fluidmotors 244, the gripping rollers 266, 268 and 270 will be contracteduniformly towards the horizontal design center line of the axle holdingmeans which will coincide with the axle center line regardless of theaxle diameter. Then the fluid motor 102 is activated to cause the arms1% and 108 to pivot to a lower position as seen in FIGURES 3-5. Thisposition brings the axle center line into coincidence with the centerline or centralized wheels 22.

The wheel centralizing units 114, 116 are mounted upon wheel dollys 120,118 respectively. The wheels 22 are now guided accurately towards theaxle 24 by the press rams 126, 128 on each side of the frame. These ressrams contact the wheel hubs with their press ram tubes 130.Simultaneously, a centering bar 130 closes in from each end of the frameand firmly holds the axle endwise. A spring biased center point at theend of each centering bar brings the axle 24 in precise alignment withthe centering bars and thus with the wheels and holds the axle in place.The arms 166 and 108 of the axle lowering and centralizing unit 104 arenow caused to pivot further downward, leaving the axle 24 clampedrigidly endwise. The arms 1% and 1158 move downward in order to clearthe approaching wheel hubs 22.

The centering bars 134 move horizontally towards each axle end at anequal rate of movement and exactly equidistant from the vertical centerline of the device. Hence, the centering bars, will exactly center theaxle and position its wheel seats in precise relation to the advancingwheels 22. Further, any variation in the length of the axle will notaffect the correct final endwise location of the axle in relation to thewheels.

The wheel hubs 22 are subsequently slid over the axle ends and are pressfitted onto the wheel seats 26 and 28 on the axle 24. The Ashton WheelPress Recording Gauges 168 accurately pick up the individual pressureand movement pattern of the press rams 126, 128 and record them in theform of a pressure-time diagram for final inspection of the finishedwheel set.

The final distance between the press fitted wheels is controlled bymicroswitches 170, 172, which automatically on contact terminates thepressing forces when the proper distance between the wheels has beenreached.

The final operation consists of advancement of the wheel set removaldolly 174 to a position underlying the central portion of the axle 24.The axle support V-blocks 1 l 180, 182 are raised vertically intosupporting position with the axle 24. Then, the press rams 126, 128 andtheir press ram tubes 130 are retracted. At the same time, the centeringbars 134 are retracted. The dolly 174 and finished wheel set assembly ismoved to a desired location for disposition of the wheel set.

The sequencing of the described operations is initiated by suitablymounted contact switches and time relays at the end of each mechanicalmotion. Alternatively, the sequencing can be carried out by a suitablytimed and adjusted rotating cam assembly, which operates electriccontactors or air pilot valves for the initiation of each operation byallowing a normal time interval between each action sequence. Suitablefeedback safety switches or air valves can be installed to preventmalfunctions.

The present invention may be embodied in other specific forms withoutdeparting from the spirit or essential attributes thereof and,accordingly, reference should be made to the appended claims, ratherthan to the foregoing specification as indicating the scope of theinvention.

I claim:

1. A method of assembling a pair of wheels and an axle comprising thesteps of conveying an axle to a position intermediate a pair of spacedwheels, aligning a bore in each wheel with the wheel seats on said axleso that their axes coincide, shifting said axle along its axes toposition it equidistant from each of said wheels, simultaneouslyapplying a pushing force to each of said wheels to press the wheel boresin said wheels onto the wheel seats of said axle, measuring andrecording the pushing force applied to each wheel, and comparing saidrecorded force with a predetermined standard.

2. A method of assembling a pair of wheels and an axle comprising thesteps of measuring the diameter of a pair of wheel seats on said axle,automatically causing a pair of wheels to be bored to a dimensionclosely approximating the measured diameter of said wheel seats,applying a protective coat of material to the wheel seats on said axle,conveying said axle to an assembly station, conveying said bored wheelsto said assembly station in straddling relation to said axle, applying aprotective coat of material to a bore in each of said wheels, aligningthe bores in said wheels with the wheel seats on said axle so that theiraxes coincide, shifting said axle along its axis to position itequidistant from each of said wheels, simultaneously applying a pushingforce to each of said wheels to press said wheel bores onto the wheelseats of said axle, measuring and recording the pushing force applied tosaid wheels and comparing said recorded force with a predeterminedstandard.

3. A method of assembling a pair of wheels, each wheel including a bore,and an axle including a pair of spaced wheel seats comprising the stepsof conveying said axle to an assembly station intermediate and above apair of spaced wheels, gripping said axle and lowering it to an assemblyposition, raising said wheel bores into alignment with the axis of saidaxle, shifting said axle along its axis to position it equidistant fromeach of said wheels, simultaneously applying a pushing force to each ofsaid wheels to press said Wheel bores onto the wheel seats of said axle,limiting the final distance between said wheels, measuring and recordingthe pushing force applied to said wheels, and comparing said recordedforce with a predetermined standard.

References Cited by the Examiner UNITED STATES PATENTS 2,446,621 8/1948Thiry 29407 3,073,013 l/l963 Miller et a1 29l68 3,073,185 1/1963Hotfmann 774 3,085,311 4/1963 Miller et al 2933 3,117,026 1/1964 Spier118-215 JOHN F. CAMPBELL, Primary Examiner.

THOMAS H. EAGER, Examiner.

1. A METHOD OF ASSEMBLING A PAIR OF WHEELS AND AN AXLE COMPRISING THESTEPS OF CONVEYING AN AXLE TO A POSITION INTERMEDIATE A PAIR OF SPACEDWHEELS, ALIGNING A BORE IN EACH WHEEL WITH THE WHEEL SEATS ON SAID AXLESO THAT THEIR AXES COINCIDE, SHIFTING SAID AXLE ALONG ITS AXES TOPOSITION IT EQUIDISTANT FROM EACH OF SAID WHEELS, SIMULTANEOUSLYAPPLYING A PUSHING FORCE TO EACH OF SAID WHEELS TO PRESS THE WHEEL BORESIN SAID WHEELS ONTO THE WHEEL SEATS OF SAID AXLE, MEASURING ANDRECORDING THE PUSHING